Means for feeding fuel to an internal-combustion engine of the highcompression type



. mswss: MEANS I FOR FEEDING, FUEL TO AN INTERNAL "COMBUSTION mafch 25, 19m.

I ENGINE OF THE HIGH COMPRESSION TYPE Filed 1924 2 Sheetg-Sheet 5% m A Z.

l/V VE/V TOR W400 4i Gina M07 Mamh 25, 1936 vv. (5. GERNANDT 9 3 I MEANS FOR FEEDING FUEL TO AN INTERNAL COMBUSTION ENGINE OF THE HIGH COMPRESSION TYPE Filed O'Ot- 1924 2 Sheets-Sheet 2 Z1 afgw fg A TTOR/VE Y ii /tiero 193% STATE.

tra n TENT OFFICE WALDO G. GERNANDT, OF SOUTH names non FEEDING FUEL ro Application filed October 29, 1924. Serial No. 746,545.

' cylinder and compressed by the piston therein so that the high temperaturedeveloped is sufficient to ignite the fuel which is injected at the proper time from a compression chamber in which fluid products of combustion are trapped and then compressed for the purpose of injecting the fuel that is passed into the compression chamber or a fuel depository therein.

The objects of this invention lnclude means for obtaining a high-compression engine of great flexibility, that is to say, one that is responsive to adjustments arranged to vary the speed and power of the engine.

Another object is to obtain an engine which 29 is adapted to use fuel having a low specific gravity such as kerosene, or distillate, although, it is to be understood that it is not limited to one particular type of fuel.

Another objectof my invention is to pro- 26 vide an engine which is relatively easy to start,yet positive in its starting operations.

Other objects will be apparent to one skilled in this art.

. In order to carry out the objects of my invention, I utilize the fundamental idea of trapping some of the fluid products of combustion in a compression chamber, preferably closely adjacent the main cylinder and then after passing the fuel to the compression chamber, Or a fuel depository therein, to com- 1 press the products of combustion, and at the proper time, in the cycle to connect the comv pression chamber with the main cylinder whereby the fuel is injected into the said main cylinder.

In my application 7 39,249 filed September 23, 1924, I have disclosed a specific arrangement for trapping fluid products of combustion and compressing this for the purpose of injecting fuel into the engine cylinder. My present application is directed to a modified form by which similar results may be ac complished.

, My present invention will be best under- BEND, INDIANA, ASSIGNOR T0 conrona'rron, or omceeo, ILLINOIS GERNANDT MOTOR AN INTERNAL-COMBUSTION ENGINE OF THE HIGH- COMPRESSION TYPE I stood by reference to the attached drawings,

wherein Figure l is a part sectional view through the engine showing my improvement. Figure 2 is a part sectional view at right angles to through the fuel plug and compression chamher also showing the cam arrangement and Figure 3 is a modified form of the end of the plunger as'shown in Fig. 1.

Referring now to details wherein like numbers refer to corresponding parts in the va rious views, 1 is an engine cylinder having a piston 4 therein. The piston 4 is connected by a connecting rod 3 to a crank shaft 2 which carries the usual fly wheel not shown. The piston 4 has the usual piston rings 5 and the cylinder 1 a water jacket 6. The engine illustrated is of the two cycle type having an exhaust port 7 the air intake not being shown, although, a bypass 8 is indicated for passing the air, which is compressed in the crank case to the cylinder when the piston is at substantially the lowest part of the stroke. The piston 4 has a part 9 cut away to deflect air from the exhaust port as the air comes from the by pass 8. The pocket 12 is formed in the upper part of the cylinder when the piston is in its position of the highest compression. The valve 10 held in position by a spring 11 is used in the head of the cylinder for the purpose of relieving compression at the time of starting the engine. Attached to the end of the cylinder, and in any satisfactory manner, as by bolts 12 is a fuel plug 13, and arranged prcferably tandem with the plug 13 is a compression plunger 14, the upper end of which is shaped at 15 to form a fuel depository. It will be seen that between the end of the plug 13 and the end of the plunger, or fuel depository 15, there is formed a comprcs sion chamber. As indicated in the drawings, the plunger 14, preferably works in a sleeve 16 constructed of suitable material and a gasket 17 is placed between the end of the plug 13 and the sleeve 16. Extending longitudinally of the plunger 14 from the deposi tory 1.5, is a passageway 18, and from the passsage-way 18, and substantially near the bottom thereof is a cross bore 19. hen the Fig. 1, the section being taken plunger is in the position shown in Fig. 1, the cross hole or bore 19 is then in alignment with an opening in the engine or the sleeve 16 which establishes communication between the compressionchamber and the pocket 12. The plunger 14 also is provided with a cross bore 46 leading from the longitudinal passageway 18 to the periphery of the plunger and isadapted to be brought into alignment with the hole 20 when the plunger 14 is substantially'near the end of it's non-compression stroke. The purpose of this will be later described. v

.By reference to Fig. 2, the relative position between the cam 21 and the compression plunger 14, will be seen. The compression plunger 14 is held in proper position through the medium of the aligning pin or screw 22,

turn the plunger I stroke has been completed, through the medium of the cam ,21. The end of the fuel plug slot 23, so that the end of which operatesin a 19 and 20 will the alignment of the passages be assured. The lower end of the plunger 14 is surrounded with packing 24, held in position by a gland 25. A spring 26 is used to re- 14, after the compression 13 is preferably provided with a bushing 27 in which is seated a control valve 28 which is held by a spring 29 so as to normally close the opening into the compression chamber.

Mounted on the upper end'of the plug 13 is a member 30 which acts as an abutment for the spring 29. Valve 28 is opened at the proper time in the cycle of operation by the lever 81 which is pivoted at 32 to a support arm 33.

Attached to.the upper end of the lever 31 preferably by an adjusting member 34 is a push rod 35 which which in turn is actuated by the cam 37. As the valve 28 is lifted, the fuel is injected through the passage-way 38 into the compression chamber, it being understood that a fuel pipe is adapted tobe fitted to plug 13 at the point 39. The manner of feeding the fuel to the passage-way 38 forms no part of my pres ent invention and therefore will not be further described, it being obvious that various means of feeding fuel to the passage-way 38 may be utilized."

In operation, the position of the main working piston and the compression plungeriare shown at about the time when the fuel is being f injected into the engine cylinder. Of course, it is to be understood, that the plunger 14 may be timed with respect to the main working piston so that the fuel is injected into the cylinder to give the maximum power from the engine. Assuming that the parts shown in Fi g. 1, are in the position as stated fluid products of combustiolniv ich are compressed in the compression chamber, forces the fuel from the depository 15, formed in the upper end of the compression plunger 14 through the bore 19 and the opening 20 into pocket 12 where fuel is ignited by the highly comis operated by a lever 36 pressed air therein. As the cycle of operation continues,.and the cam" 21 reaches the point v 40, the plunger 14 moves downward until the port 46 is brought into registration with the port 20 which ports are thus held in registration until approximatelythe point 41, on the cam is reached when ,the cam moves the plunger .14 upward shutting OK the compression chamber from the pocket 12. In the case ing from the point 40 to 41, the fluid products of combustion'at a relatively-low pressure, as

compared with the pressure directly after the ignition takes place, is passed into the com-- PIGSSlOIl' chamber. Since it is impossible'to scavenge all the products of-combustion from the pocket 12 as the piston 4 moves upward, these gases are forced into the compression chamber and before any substantial amount of air can enter the compression chamber, the plunger 14 moves upward shutting off communication with the pocket 12 as has been described. During the interval of time the products of 'combustion are being trapped into the compression chamber, it will be seen by referring to Fig. 2 that the cam .37-pro-' duces an injection of fuel into the compression chamber which fuel is received by the fuel depository formed at the end of the compression plunger 14. As will be seen in Fig.

a definite quantity of fuel into the compression chamber; After the fuel has been injected into the fuel depository, the valve 28 closes, and shortly thereafter, the compression cycle starts. When the plunger 14 reaches the position shown in Fig. 1 then the-fuel with. the

' products of combustion which have been-coinpressed, are forced into the pocket 12, and j ignition takes place. By. this arrangement he pocket 12 is substantially cleared of prodiio ucts of combustion as has been described and highly compressed undiluted air takes its place thereby insuring proper ignition of the fuel on in ection and the productsof combussequently, I do not wish to be limited to the specific forms herein shown and described.

Having thus described my invention what 1' claim is:

2 the control valve28 can be adjusted to meter P v 115 tion'transferred and utilized in the compres- V f stroke and i 'fiirther 'iiie'a 1'. In an internalcombustion engine havinga main cylinder' and a' piston therein,

' means for feeding fuel to said cylinder ineluding a compression chamber having a plunger therein with means for actuating said-j plunger in'proper time with respect to said piston,'said' plunger havin a longitudinal passage and a croSs'bOre' leadin from said passage to the periphery of said p unger,

said (engine having a single passage-way which isin alignment with said cross bore I in the-plunger whenthe plunger is at the end of compression stroke, and means including-said single passage-way in the engine for trapping roducts of combustion inthe compression c amber when the plunger is at substantially -the-end of its non-compression "stroke, and means leading into the compression chamber from the end opposite the plunger for passing fuel into the upper end ofsaidcompression chamber at the proper i 2.-*In an internal combustion engine of the class described, meansfo'r feeding fuel to the engine cylinder including an in ection plug I fitting in a bore in the end of the engine head,

af'sleeve fittin in said bore, a compression plunger mova 1y. carried in said sleeve so as to-form a compre'ssion'chamber between the endfo'f theplufg and the plunger, said plungerfiiiid being rmed to act as a fuel depos- I itery; said plug havin means for passing a regulated quantity 'of uel tothe depository,

bore leading from the longitudinal bore and brought into alignment with said hole in the sleeve'when the plunger is nearthe end of 1ts compression stroke.

4. An engine comprising, in combination with a combustion chamber, a fuel compres' S1011 chamber communicating therewith through a single port, a plunger-operable to compress fuel in' the compression chamber, said plunger having alongitudinal fuel passageway. leading from its head and a pair of spaced apart cross bores leading therefrom and each adapted to register with the bore leading into the combustion chamber, one of said cross bores being adapted to register with the bore in the combustion chamber when the and'means for trappingproducts of combus' v tionjin' said com ression chamber comprising i; j'ailongitudinal. ore in the plunger leading lfIOIl'l the end thereofiapassage-way through 'T{the' 'wall; of the sleeveinto the engine cylinder and a. cross'bore hithe -plunger eading from the lpngitudinal-bo dfbroiight into align- "nin' '1 r "non-compression p r n's' for injecting the fuel afterf com ression' of the products of 4aicombustion- ,ilie'ud lg a, Se cross bore from "the longitudinal bore in the plunger,

brought into alignmenQwith'the passageway in thesleeve when the plunger is substantial- 1y near theend ofits'com'pression stroke.

3; In aninternal combustion engine having a cylinder and piston therein, a gas pocketformed, at the upper. end of the cylinder, a'sleeveforming a part of the wall of said pocket,-a plun'gerin said -;sleeve carrying a fuel depos1tory,ia fuel plug positioned in the "1 engine andforming'with the plun er a com- "pressionichamber with means carried by the plug forfi passing fuel to said depository,

means for' fpassing products of combustion a from said pocket to said chamber, when the plunger is near the end of its non-compression stroke, including a hole through the sleeve, and means for injectin the fuel and products of combustion into said pocket including a )3 longitudinal bore in the plunger and a cross fay whenithe plung- 

